Method of and means for controlling the operation of motor vehicles



Feb; 16 1926.

A. K. BRUMBAUGH METHOD OF AND MEANS FOR CONTROLLING THE OPERATION or MOTOR VEHICLES Original Filed Jan. 6, 1925 5 Sheets-Sheet 1 lNVE NTOR I Feb. y A. K. BRUMBAUGH METHOD OF AND MEANS FOR CONTROLLING THE OPERATION OF MOTOR VEHICLES Original Filed Jan. 6, 1925 5 Sheets-Sheet 2 VENTOR Feb. 16 ,1926.

A. K. BRUMBAUGH METHOD OF AND MEANS FOR CONTROLLING THE OPERATION OF MOTOR VEHICLES Original Filed Jan. 6, 1925 5 Sheets-Sheet gVENTOR f A ORNEY i Feb. 16 1926.

A. K. BRUMBAUGH METHOD OF AND ran/ms FOR CONTROLLING THE OPERATION OF MOTOR VEHICLES Original Filed Jan. 6, 1925 5 Sheets-Sheet 4 Feb. 16 192s.

, A. K. BRUMBAUGH METHOD 'OF AND MEANS FOR CONTROLLING THE OPERATION OF MOTOR VEHICLES Original Filed Jan. 6, 1925 5 Sheets-Sheet 5 I II w...

Ill

Patented Feb. 16, 192 6.

' UNITED. STATES '1 N T oF icE;

ANDREW K. BRUMBAUGH, 0F ARnMoRE, 'PnivNsY'LvANIA, AssIGNoR To THE AUTO- GAB. COMPANY, OF ARDMORE, PENNSYLVANIA, -A CORPORATION OF PENNSYL- VANIA.

mn'rnonor AND ,MiiAns FOR CONTROLLING THE OPERATION on MOTOR, VE ICLES.

Application filed January 6, 1925, Serial No. 786. Renewed January 8,1926. I

To all who/n it may] concern: v Beit known that 1, ANDREW K. BRUM- nation, a citizen ot'the United States, residing at Ardmore, in the county of Mont gomery and State otPennsylvania, have invented certain new and useful Improvements in Methods of and Means for Con trolling the Operation of Motor Vehicles, ot

which the following is a specification".

The present invention relates generally motor-vehlcles and is more especially dl-g rooted toimprovements in the methods and means of controllingtheoperation of such vehicles. v

As is well known, while motor-vehicles have gone into extensive use inthe commercial fields, there are certain lines of industry to which motor-vehicles of existing types fare not adaptable. For example, in theretail deliveryot' milk, the horse drawn vehicle ,is still used almost exclusively, be-

cause of the fact that themotor-vehicle; cannot vmeet the peculiar requirements of the; delivery system in' a manner which would ation of a motor-vehicle independently of the Control devices operated from'the driv-' ers seat, wherein thermove ment of the vehicleniay be positively,governed by the op-f render its adoption'ian economicynecessity.

The mode of operation of the retail; milk.v

v nmnerable 'stops are nmde, the wagon he- 'iug moved many times 111 the length of an ordinary city block or square Obviously, motor-vehicles wlththe present methods ot controls, which make it necessary tor one to assume his position in the drivers seat in order to move the vehicle a short distance,

, every are entirelyunsuited for the work. The time lost in moving the'vehicle would offset other conomic advantage which might flow from its'use. o

The retail milk delivery system is merely cited as a tamiliarexample, other industries where delivery systems are similarly, carried out beingmore orles's numerous With out question, motor-vehicles, which possess many points of superiority. over the horse drawn wagon, especially as regards sanitation, would supersede the latter in all of those commercial lin'e'sif the chief obstacle to theiradopt'ion, which, as pointed out,

resi'desv in the method of controlling their controlling the operation of motor-vehicle's 'troma'point distant or remote from the driverjs seat, whereby their general useful- I ness ,may be increased, and *to' render such vehiclesespecially available for those comniercial'fservices 'to which motor-vehicles having the existing types of control are not adaptable.

It is 'alsofaiiobje-ct of my invention to provide a s mple method ofdistantcontrol tor motor vehicles, especially those which arev electrically powered, which may be economically instailediin existing types of vehicles as well as in speciallydesigned structures, the remote control being'supplefrom, the drivers seat. 7 a I My invention further contemplates a method and means of controlling theopererator froina pointe'xterior of the body of the vehicle. e

My inventionalso coinprehends a method and me'ans ofmanuallycontrolling the optheat'oresaid advantages and characterismental to the usual'control 'devices'operated tics, wherein the delivery of. power to the r :driven elements and the functioning-of the vehicle brake 'may be positively governed,

the maximum of powertransmitted when the vehicle is operating under such distant -,co.ntrol being fiXed to insure safety inopera- More specifically, my 7 invention is directed to a system of manually controlling the delivery of power to the driven elements ofaistationary vehicle and simultaneously counteracting the braking effort of the previously applied brakes, so as to permit the vehicle to move under power, as desired by the operator, the functioning of said system being accomplished independently of the regulation power and brake controlling media and from a point distant or remote therefrom, as from the running board or step of the vehicle.

Other objects and advantages flowing from the practicing of my invention will present themselves as the description proceeds, and 1 would have it clearly understood that I reserve unto myself all rights to the full range of equivalents, both in structure and in use, to which I may be entitled under my invention in its broadest aspect. v V

For the purposes of the present disclosure, i have elected to illustrate and describe two preferred embodiments of my invention, one as applied to the chassis of a vehicle in which the service and emer gency brakes are on the rear wheels, and the other to a structure wherein'the emergency or hand operated brake is operative upon the propeller or driving shaft of the vehicle. it will be evident, however, that mymethod of control may be practiced in other ways and by different arrangements of mechanism, without departing from the spirit and scope of my invention, as defined by the appended claims.

In the accon'ipanying drawings:

Figure l is a side elevation of the chassis of motor-vehicle having so-called rear end brakes, to which mechanism for practicing my method of distant control is applied, certain parts having been omitted for the sake of clearness.

Figure 2 is a top plan view ofthe structure shown in Figure. 1, with the omitted parts shown.

Figure 3 is a side elevation of a fragment of the forward part of a motor-vehicle hava propeller or. driveshaft brake, showf the application of my invention thereto. 11;;1116 4t is a top plan view of the strueture shown in Figure 3, disclosing the means for manually functioning the remote controt mechanism, and

l igure 5 is a view in elevation, looking from the left of Figure in describing the structures shown in the drawings, like characters of reference will be employed to designate similar parts in the several views.

lleferring g' now particularly to the mechanism for practicing my invention, as shown in Figures 1 and 2 of the drawings, 7 indicates the conventional longitudinal members of a n:iotorveliicle frame, the rear axle housing 8 being connected thereto by the usual spring suspension means (not shown). The Y reel 9 embodies the common form of brakehnm 10 with which the usual internal and external brake bands are cooperatively associated. These elements and the conventional mechanism for contracting the external band and expanding the inner one are well known to those versed in the art and do not form a part of the presentinvention.

In the structure shown, the arms or levers 11 and 12, whereby the internal and external brake bands are respectively functioned are concentrically mounted in accordance with standard practice, the external or service brake levers 12 being connectedto the transverse shaft 13 by means of the rods 14 having the usual pinv and clevis connections with said levers 12 and witlrthe dependent arms or levers 15 keyed to said transverse shaft 13 (see Figure Adjacent to one end thereof, the shaft 13 carries an arin 16 rigidly fixed thereto, this ariin 16 and the contiguous lever 15 providing a mounting for the member 17 which has a bearing intermediate its ends for the reception of the rod 18. This rod, it will be Gl'FSQlYQil, carries a spring 19 which is. confined between the member 17 andthe, collar 1.8 fixed to said rodat a point adjacent to said member. A wing nutEO in engagement with the threaded end 18* of the rod 18 is employed for regulating the tension of the spring 19, it bein apparent that as said nut, whicl bears against the member 17, is turned up upon the threaded end of the rod 18, the

spring 19 will be compressed" between said 1118111 1391 and the collar 18. The base of'the nut 20 is suitably notched to cooperatewith con'ip-lemental projections on the abutting face ofthe member 17, in the usual manner, so that. it will be positively retained in po- 'sition when an adjustment is made to coinpensate for wear in the brake bands, or for other reasons. The rodlS is connected to the foot-pedal lover or arm 21', fulcrumed at 21, by means of the pin and clevis indicated at 22, so that it will be evident that upon the depression of the pedal 21, the braking effort will be transmitted to the contractiblc external brake bands through the medium of the cross shaft 13 which is rocked in its bearings'lli in response to the movement of the rod 18 connected thereto by the equalizer member 17, as described.

Preferably positioned forwardly of the cross-shaft 13, and likewise supported from the trans-verse vehicle frame member 7, in suitable bearings 23, is a shaft 24, to which the dependent arms or levers 25 are keyed, these latter levers being connected to the aforementioned levers 11 by the rods 26 in the customary manner.

Pivotally mounted at 27 upon a suitablebracket. 28 fixed to the transverse frame member 7" is a bell crank lever having three arms, 29, 30 and 31' respectively, the arm QSbeing connected to one of the levers 25 of the shaft 2%, by means of the rod 32. The haud lever. 33, which is of the usual type, is mounted on the short shaft 3e, 'prefembly adjacent to the outer end thereof, the inner I end of said shaft being supported in a suit-- able bearingprovidedin the hanger 34. Mounted On said shaft 34'a'djacen't to the inner end thereof, and rotatable therewith, is an arm 35,- one end of which is apertured, or bifurcatedif desired, to receive and form and clevis, as shown at 45, the other end of said rod being similarly fastened to the arm of the bell-crank lever.

Mounted upon the shaft 41, preferably at or adjacent to each end thereof, a pedal a bearing for therod 36 pivotallyconnected.

at one end'to the bell crank lever arm 31.

"The arm 35 which is so disposed upon the shaft 34 as to form approximately a-ninety degree angle with'the rod 36 when the elements of the mechanism are in their relative normal positions, is interposed between the shoulder or stop provided the nuts 37 on the rod 36 and the complemental surface of tlieiiieinber 38 slidable on said rod in engagement with one end of the spring 39.

The free end of the rod 36, it will be noted, is threaded to receive the lock and securing nuts 36 and 36", the latter abutting upon the. washer 40 which is in engagement with the lower end of the spring 39, whereby the tension of the latter maybe regulated. I From the. description of the internal or so-called emergency brake operating mechanism thus far given, it will be manifest that upon the hand level-33 being pulled backward by the operator of the vehicle he braking effort 'will be transmitted to the brake bands through the medium of the rod 32. and the bell crank lever, the latter rocking upon its axis as the inclinedrod36 travels down,-

*the hand lever actuated arm 35 so. that the movement of the handlever to bra-k ng position will insure positive application of the braking effort to the rear wheels through" sically transmitted to the driving wheels 9.

46, this pedal being movable with said shaft and located for convenient manipulation by the foot of a person standing upon the contiguous running-board or step, as the case may be, I

Assuming that the vehicle is stationary, with theso-calledemergency brake applied by the manipulation of the liand'le-ver 33, which is locked in position as previously'described, and it is desired to operate the vehicle a short distance, say one-hundred feet, without the driver taking his placebehind the steering wheehthe latter mounts the run.- ning-board or step at the side nearer to him,

places one footupon the adjacent pedal 46' and'bears down upon it; As will beclearly apparent from Figure 2 of the drawings, the lever or arm'44' is substantially in alinement with the bell-crank lever so thatas the pedal is depressed, in the manner stated, the shaft 41 will rock upon its axis and impart a similar rotative motion. to the bell-crank lever, by the direct pull exertedthrough the interconnected rod 45;, The resulting arcuate movement of the bell-crank lever arm 28 tends topull the rod 36 upwardly through the apertured end of the now stationary arm ofthe hand levershaft 34, the multiplied I forces of leverage developed by the operation ofthe foot pedal46 being ample to overcome the tension of the spring "39 which-is com- 7 the interconnected linkages. In other words,

7 conventional type the non-yieldability of the spring 39 under load will produce the same result as would obtain, were the end of the arm 35 pivotally connected to the rod 36 for movement on an axis transverse thereof. The handlever 33,-; when drawn to its brake applyingposition,

is automatically retained-or locked therein by any suitable means, such as a spring acpressed between-tliewasher 40 and the arm 35 as the rod 36 moves throughzits bearing in the latter. Obviously asthe bell-crank lever rotates, the tension on the rods 32 and 26 Will be relievedand the brakes released.

Coincident with the releasing oi? the brakes in the manner described, power is automat- This maybefaccomplished by any suitable means adapted to function upon the depression of either pedal 46. In the present show power transmitting mechanism is closed tuated pawl and ratchet mechanism of the used in motor-vehicle construction.

- ".Dis'posed'transversely of the vehicle,-and' preferably projecting beyond the 'longitu'di nal vehicle frame members 7, is a shaft 41 mounted to rotate in suitable bearings provided in the brackets 42, one of which is supported upon or in proximity to each end of i the vehicle running-board or step 43. The

through a switch or contacter 48 of any suitable design, which may have a reciprocable member connected to and adapted to be actuated by the arm 49,.fixed to the shaft 41.

- as the' latter rocks upon its axis.

aforesaid shaft 41 carries an arm orlever: rigidly fixed thereto, to which one end of the rod 45 is pivotally connected, as by a pin employed.

' In connecting the contacter 48 inithe circuit, any suitable method of wiring may be It has been foundiu the practical use of 'the invention described that highly satisfactory results are obtained by connecting the contacter to the ordinary resister in such a manner that the hand conmal off position, when the vehicle isnot wherein the power unit is an electric motor indicated at 47, the circuit to the of the pedal 46.

in motion. Thus,when the pedal 46 is depressed, the power transmitted ill be entirely. adequate to move the load and maintain the vehicle in motion at a sustained low speed which will insure a maximum of safety in operation. Ordinarily, the vehicle will track in a substantially straight line, for the distance which it is moved, leaving the operator free to handle the goods While still controlling its forward motion by means However, should he desire, or lind it necessary, to guide its movement, or change its course, he can readily accomplish this by grasping the steering wheel with one hand without moving from his position on the running-board.

illhen the vehicle has traveresed; the desired distance, the brakes are again applied. automatically and the power, cut off" by the operator removing his foot from the pedal is and permitting it to returnto its normal position under the influence of the expansion force of the spring 39', it being readily understood that while the hand lever remains locked in'itsbrahe applying position, the brakes will be automatically ire-applied eaclrtime either of the pedals tibia released.

lnthc structure shown in Figures 3 to 5 inclusive, the braking elements which are hand lever 33 are adapted.

auctioned by. the

tocngage a drum carried on the propeller shaft, the foot operated braking mechanism,

of which the pedal arm 21 and rod 18 are; shown, being similar to that illustrated in Figures 1 and 2, or of any ofthe many conventional designs.

The brake shoes50 having effective surfaces complemental to the drum 51 are carried on the arms 52pivoted at 54,- adjust-- ments being provided for by the equalizer one end of which is connected at 56 to the lever, 57. This structure does not form part. of the present invention audit will be manifest that my invention may be appl d to other typesv of propeller shai't braking i'nechanisms with equal facility and effectiveness in operation.

Similarly to the structure shown in Figurcs 1 and 2, a spring is confined between the abutments formed by the nuts 36 and 3'? upon the rod 36, the arm of the hand lever shaft being slidable upon said rod and in engagement with the member 38 supported upon the contiguous end of the spring.

\Vhen the hand lever is drawn back, the resistance of the spring 39 causes the rod. 36 to be moved downwardly inresponse to the arcuate movement of the arm arm 31 of the bell-crank lever. is pivotally connected to said red as, ,whilethe arm 29 is similarly fastened to the rod158 which has a pivotal connection at 59 with the aforesaid brake actuating lever 57. Therefore, it will be apparent that as the arm 36: moves downwardly aforesaid, the resulting rock- The ing of the bell-crank lever on its axis and the arcuate n'iovement of the; arm 29 will exert a pull upon the rod 58 which functions the lever 57 to contract the brake shoes upon the surface of the. drum 51. As the. hand lever 33 is automatically locked in its brake applying position, as heretofore described, it will be evident that the brakes will remain in set position until manually released, either by the movement of the hand;

lever or the operation of one of the pedals all its in the previously described structures of l igures 1 and 2, the pedalsilv' are mounted on a cross-shaft 11 rotatable in bearings provided in the brackets 42 the lever or arm slat fixed to said shaft being connected to the arm 30 of the bell-crank lever by the rod Q5. The depression of either of the pedals 4:6 will thus rock the shaft ll to effect a similar movement of the bell-crank lever to pull the rod 36 upward against the te sion of the spring39 which is compressed tween the washer 1'0 and the now immovable arm The movement. of the arm ll), simultaneously with the rocking of the shaft ell actuates the circuit making elements of the contacter l8 andas the brakes are relieved, the power is thus transmittedto the driving wheels.

lirom' the foregoing; description of my invention, it will be seen that l have evolved a form of sup )lQlllQUtltl control.mechanism for motor-vehicles which simple and durable in construction and. positive in operation. Any adjustments which maybe required fron'itime to time, may be readily eflected with little labor. so that maintenance costs are negligible. Furthermore, themanner in which the control pedal is (lQSiQii-Gtatt) be actuated to simultaneously relieve the brakes and apply the driving power permits of the en'iployment of vehicle thus equipped in various fields of endeavor which have heretofore been closed to. motor-vehicles for the reasons previously pointed out.

The use ot .ny inventiouis not confined to any. particular commercial held, as inanifestly, it is of general utility. For instance. it will be evident that any vehicle equipped with my invention may be morequickly and safely handled in backing" against. a platform or streetcurbing than one having only the regulation controls, operated from the drivers seat, this being especially true where the clearancesbetween adjacent vehicles are small. lnthevbacltinp' operation, the driver applies the brakes through the medium of the hand lever and sets the power controller. in the first reverse notch. le then assumes a position on the running-board, facing; to the rear, and operates the pedal 16,. meanwhile guiding the "movement of the vehicle by means of the steering-wheel which he grasps with one hand.

While specific forms of mechanisms have been descrioedfor practicing my method-of distance'or reinotecontrol for motor-vehicles, it white evident that other arrangements of mechanism may be utilized in attainmg the objects to which my invention'is directed, as hereinbetore set forth.

. I claim:

-1. The: combination with a motor-vehicle having brake actuating mechanism a-rid power applying devices normally operable from the drivers seat, of means located at a point remotefrom the drivers seat for releasing the vehicle brakes and simultaneously applying the power, a

2. The combination with a motor-vehicle havinr brakes and mechanism for a) lvin e) v '1 b the same, including a leveroperable from the drivers seat, of means independent of saidv lever for releasing the brakes, said means embodying a pedal located externally of the vehicle body.

'3. The combination with amotor-vehicle,

having brakes and brake actuating mechanism, including means normally operable from the driversseat for applying and rehaving brakes and mechanism for applyingand releasing isaid brakes, said, mechanism being actuatabl'e by a lever operable from the drivers seat, of means for manually releas ring and automatically reapplyingthe brakes at will and independently of the movement of said lever.

5. In a motor-vehicle having brakes, the

combination of brake actuating mechanism,

means for manually controlling the functioning of said mechanism to apply and re- 7 j mounted in proxim ty to the drivers seat,

lease the brakes, said means being located adjacent the drivers seat, and means re mote from the drivers seat and operable by a single movement to release the brakes.

G. In a motor-vehicle having brakes, the

combination '01" brake actuating mechanism,

means for manually controlling the functioning of said mechanism to apply and release the brakes, said means being located adjacent the drivers seat, and means remote from the drivers seat and manually operable in one direction to release the brakes, the movement of said means in the opposite direction permitting automatic application of the brakes.

7. In a. motor-vehicle having brakes, the combination of brake actuating mechanism,

an element movable in one direction to function said mechanism to apply the brakes and in the other to release the brakes, said ment of the vehicle. 7

tioiis, andmeans remote fromsaid' element 8.'1fn' a motor-vehicle having brakes, the

combination of brake actuating mechanism,

an element movablein one direction to tunetionsaid mechanism; to apply the brakes and in theother to release the; brakes, said element being located ad acent the vdrivers seat, means forlocking said element in brake r a i )l in and brake releasin jositioiis and b i t: 7

-means remote from said element adapted to be operated to actuating said brake mecl a nisni to release the brakes while saidelement' remains locked in brake applying position,

said brake actuating mechanism:automatically functioning to reapply the brakes when said remote means become inoperative.

9. A supplemental control for motor-vehicleslocatedat a point remote from the devices normally operablefrom the drivers I seat for actuating the vehicle brakes and] governing the application of power to the driving wheels, said supplemental control being operable to simultaneously function the brake actuating mechanism the brakes and apply the power'tor moveto release.

10. Means for controlling the operation of a motor veliicle, comprising an element located at a point remote from the control media adjacent the drivers seat, andmechanism whereby the actuation of said element will effect the release or application of ,the

vehicle brakes and simultaneously control ,the delivery of power to the drivingmechanism of the vehicle. r 11. A system of controlling the actuation 1 ofthe braking mechanism of a motor-vehicle, comprising a hand operated lever means for transmittingthe braking effort to the brakes, said means including a normally non-yielding resilient element, means for locking said hand lever in brake applying position and means independent of said' hand lever for causing said resilient element to yield, whereby therelease of the brakes may beefiected while said hand lever remains in brake applying position.

12.. A system of controlling the actuation of the braking mechanism of a motor-vehicle and the application of power to the driving mechanism thereof, comprising a hand operated lever mounted in proximity to the drivers seat, means for transmitting bra-king efiort through a normally non-yieldsition and means functioned by said independent means for transmitting power to the. vehicle driving mechanism coincidently with the releasing of the brakes.

3. The method of controlling the operation of a n'iotor-vel'i'icle from a point onsaid vehicle remote from the brake mechanism and power controls disposed adjacent to the drivers seat, which consists in applying the braking eii'ort obtained by the actuation of the brake mechanism control through it normally non-yiehtling connection, lockingsaid brake mechanism in brake applying position and rendering said normally non-vyielda'ble connection yield-able by the ap 'i'lica'tion of pressure at such remote point to counteract the braking efiort.

I l. lhe method of control-ling the operzv t-ion of a inotor-x' ehicle from a point on said vehicle remote from the brake mechanlsm able connection, locking-said brake mechzv nisin in brake applying posit-ion, rendering said normally non-yieldzible connection yieldahl-e by the appliczition'ot' a force at such remote point to counteract the braking efi'ort and simultaneously effecting the cleliyery 0t. 7

operutingpower to the vehicle from said remote point. I

ANDREW K. BRUMBAUGH. 

